The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffi... more The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffic count data, and has converted the files to SAS format to provide an enhance.d analysis capability. This introductory section provides only a general overview of the data. Descriptions specific to each of the States follow. VMT is estimated from segment lengths and AADT. The AADT volumes are updated from 1 to 5 years. Some are estimated or interpolated; some sites are permanent and some are year-round. Most are temporary sites, taking 48-h counts. Some have vehicle classification, or "commercial," vehicle counts. "Commercial" is usually any vehicle with two axles and six tires or more.
Settles man~aged contract and budget issues. Mary Chico handled administrative matters and assist... more Settles man~aged contract and budget issues. Mary Chico handled administrative matters and assisted in report production. Dr. Jean T. Shope provided valuable input throughout the projtact. Finally, for their insight, guidance, and supiport we thank Elaine Charney, Bill Kennedy, Jeanette Sawyer, and Rose Jarois from the Michigan Department of State. The opinions, findings, and conclusions expressed in the report are those of the authors and not necessarily those of the Michigan Department of State or the Technical Review Committee.
The objective of this research is to identify the issues that contribute most to commercial motor... more The objective of this research is to identify the issues that contribute most to commercial motor vehicle crashes, fatalities, and injuries in Michigan through analysis of available data, and to identify strategies to help reduce these crashes and their consequences. Data from 2001-2005 were used, and included the Michigan vehicle crash files, Trucks Involved in Fatal Accidents file, and Motor Carrier Management Information System Inspection and Carrier files. The Michigan FACT file was also used. Harm was measured by overall CMV crash costs. Angle, rear-end, and head-on crashes were found to contribute most to overall CMV crash costs. Analysis of vehicle condition and crash risk found brake defects to be associated with fatal CMV rear-end, head-on, and angle collisions, and lighting defects to be associated with fatal rear-end crashes where the CMV was struck. Analysis of CMV inspection records shows that brake and lighting system violations are the most frequent violations. The average number of violations is highest for small fleets. The inability to stop in assured distance, (i.e., following too closely) is the CMV driver hazardous action that contributes most to overall CMV costs. Strategies proposed to address these issues include enforcement, preventive maintenance programs, training, consultation, and other help to fleet safety managers, incentives for deployment of advanced in-vehicle technology, and public information and education programs to "share the road."
United States. Department of Transportation. National Highway Traffic Safety Administration, Sep 1, 2006
010540582534797052006Final 8/25/05 - 1/24/07PDFResearch PaperUMTRI-2006-28HS-810 734NTIS-PB200711... more 010540582534797052006Final 8/25/05 - 1/24/07PDFResearch PaperUMTRI-2006-28HS-810 734NTIS-PB2007110798DTNH22-02-D-15338Manual safety beltsNightSurveysTrend (Statistics)Seat belt usageIndianaUnited States. Department of Transportation. National Highway Traffic Safety AdministrationVivoda, Jonathon M.Eby, David W.St. Louis, Rene\ub4e M.Kostyniuk, Lidia P.University of Michigan. Transportation Research InstituteUnited States. Department of Transportation. National Highway Traffic Safety Administration. Office of Behavioral Safety ResearchNTL-SAFETY AND SECURITY-Vehicle DesignNTL-SAFETY AND SECURITY-Human FactorsNTL-PLANNING AND POLICY-SurveysNTL-REFERENCES AND DIRECTORIES-StatisticsNHTSA - Behavioral Safety ResearchA direct observation study of nighttime seat belt use was conducted in Indiana surrounding the Click It or Ticket (May Mobilization) activities. Two nighttime full statewide surveys were conducted, one in April and the other in June 2006. For this study, the hours between 9:30 p.m. to 5:45 a.m. were defined as nighttime. This time included all hours of darkness between the end of twilight in the evening to the beginning of twilight in the morning during June 2006 in Indianapolis, Indiana. Observations were conducted at roadway intersections, freeway entrance and exit ramps, and road segments using specialized night vision equipment. The nighttime survey waves were designed to coincide with daytime waves already planned for Indiana by the Center for the Advancement of Transportation Safety, and the Indiana Criminal Justice Institute. The first objective of the study was to determine if there was a differential change in daytime versus nighttime seat belt use surrounding the mobilization activities. A secondary objective was to compare daytime to nighttime seat belt use to see if there was lower seat belt use at night, as has been found by others. The comparisons across the mobilization period revealed a statistically significant increase during the day (79.7% and 84.3%, respectively), and a statistically significant decrease at night (79.0% and 74.0%, respectively). These results suggest that the daytime mobilization activities had a positive effect on daytime belt use, but no effect on nighttime belt use. There is no obvious reason for the belt use decrease observed at night during this period. Comparisons were also made between daytime and nighttime belt use within each time period(pre- and post-mobilization). No differences were observed during the pre-mobilization wave, while a statistically significant difference was observed during the post wave. This difference is jointly attributed to the differential effect of the mobilization activities on daytime and nighttime belt use across the mobilization period, and the decrease observed within the nighttime waves. Finally, many of the common daytime trends in belt use (i.e., lower belt use for males than females) were also found at night, with the exception of the effect of age (typically younger motorists buckle up less often) and seating position (typically drivers display higher belt use). /Abstract from report summary page/93
data for this project came from a three-year research program sponsored by GMC. GLCll-R sponsored... more data for this project came from a three-year research program sponsored by GMC. GLCll-R sponsored an additional review of the data focusing on mode choice among older drivers and former drivers. Data from 16 focus groups and a telephone survey of 1,053 Michigan drivers and former drivers over age 65 were examined for information on transportation mode choices of older drivers and former drivers, their experience with alternatives to driving, and whether they had given any thought to or made plans for the time when they can no longer drive themselves. The results show that most older households owned at least one automobile and that the automobile was the primary mode of transportation for older drivers and former drivers. Most former drivers relied on getting rides from adult children, spouses, and friends. Use of public transportation systems was quite low, and some older drivers and former drivers were not aware of the public transportation services available in their neighborhood...
The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffi... more The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffic count data, and has converted the files to SAS format to provide an enhance.d analysis capability. This introductory section provides only a general overview of the data. Descriptions specific to each of the States follow. VMT is estimated from segment lengths and AADT. The AADT volumes are updated from 1 to 5 years. Some are estimated or interpolated; some sites are permanent and some are year-round. Most are temporary sites, taking 48-h counts. Some have vehicle classification, or "commercial," vehicle counts. "Commercial" is usually any vehicle with two axles and six tires or more.
This report documents the development of recommendations for a record-keeping system to help the ... more This report documents the development of recommendations for a record-keeping system to help the Michigan Center for Truck Safety monitor and document their training activities easily, accurately, consistently, and securely, and to improve the reliability of the data for evaluations of the Center's programs. The Center's existing database and structure were reviewed, and the Center's staff was interviewed about their use of the database system. It is recommended that the Center retain but enhance its existing Microsoft Access Database Management System. The services of a Microsoft Access programmer are recommended to add validity checks and input masks for data input, to develop templates for standard reports, and to develop a set of frequently-used queries. Barcode readers to read driver license numbers and use of DOT numbers are recommended to improve the accuracy of driver and company identification. These data are needed for linkages to driver records and to the Federal Motor Carrier Management Information System (MCMIS) carrier files for evaluations of the Center's programs. It is recommended that data security is ensured through antivirus, malware protection, internet firewalls, and password protection for the computer and database; that trainees be informed that their privacy is protected; and course evaluations not be linked to individual trainees.
In comparison with light passenger vehicles, trucks typically carry heavier loads, have longer st... more In comparison with light passenger vehicles, trucks typically carry heavier loads, have longer stopping distances, and more areas where driver vision is blocked by the cargo body, requiring the driver to rely on mirrors to maneuver safely. Clearly, operating a commercial vehicle (CMV) with a GVW or GCVW over 10,000 lb. requires skills beyond those needed for a light vehicle. However, only drivers of CMVs with GVW or GCVW of over 26,000 lb. are required to have a commercial driver license (CDL). This research compared the safety of CMV drivers with and without CDLs through the analysis of driver records of CMV-crash-involved drivers. Crash records from the Michigan Vehicle Crash data file from 2001-2005 were matched with driver history records from the Michigan Driver database to compare circumstances of commercial motor vehicle (CMV) crashes of CDL and non CDL drivers. Among crash-involved CMV drivers, drivers with CDLs had slightly higher average numbers of prior crash involvements...
The 2012 National Survey on Distracted Driving Attitudes and Behaviors (NSDDAB) is the second in ... more The 2012 National Survey on Distracted Driving Attitudes and Behaviors (NSDDAB) is the second in a series of surveys on distracted driving that have provided data to help further the understanding of driving behavior and to contribute to the development of countermeasures and interventions to reduce distracted driving on the Nation’s roadways. Like the previous 2010 study, this survey yields national estimates of behavior and attitudes toward distracted driving in the United States. The present study differs from the earlier study in that it developed and used a driver typology based on the pattern of responses across multiple distracted driving behavior questions. Cluster analysis identified two distinct groups of drivers with similar overall behavioral tendencies and, among those categorized, 33% are distraction-prone and 67% are distraction-averse. Driver type is a powerful predictor of norms and attitudes towards distracted driving behavior and sanctions for distracted driving. ...
Reduction in attention resources, cognition, and perception makes navigating an automobile more d... more Reduction in attention resources, cognition, and perception makes navigating an automobile more difficult as people age. Since mobility is important to maintain quality of life, older drivers compensate for effects of aging by avoiding difficult, dangerous, and stressful situations and possibly by copiloting, that is, sharing piloting and navigation tasks with a passenger. This study examined navigation and copiloting of older people, with and without ITS in-vehicle navigation systems, and explored their need for special training for the navigation units. Group interviews of 18 drivers over age 64, who had substantial experience with two ITS in-vehicle navigation systems tested in the FAST-TRAC ITS deployment project were conducted.
This research explored the feasibility of modeling crash counts at intersections with use of avai... more This research explored the feasibility of modeling crash counts at intersections with use of available exposure measures. The basic purpose of "exposure" is to serve as a size factor to allow comparison of crash counts among populations of different sizes. In the context of highway crash studies, at first glance, vehicle miles of travel (VMT) appears to be a natural exposure measure. However, VMT is closely related to traffic density and this raises doubts if it can serve the intended purpose of an exposure measure. Data from four-leg signalized intersections in Washtenaw County, Michigan, and the states of California and Minnesota were used in this study. Traffic volumes on the approaches are the routinely available exposure measure. It was noted that in these data sets the same values of traffic volume were often "carried over" several intersections. Using such values of traffic volumes as measures of exposure results in correlations between errors of the indep...
With the aging population in the U.S., an expanding proportion of drivers will be facing decrease... more With the aging population in the U.S., an expanding proportion of drivers will be facing decreased mobility. As society begins to address the mobility needs of older drivers, the development and testing of traveler information systems for older drivers may provide a means for maintaining mobility (or at least delaying immobility) in the older driving population. However, both human factors and training issues need to be addressed in order to design systems that can be easily used by older drivers.
Ite Journal-institute of Transportation Engineers, 1986
Sight distance obviously affects safety. The relationship between sight distance and safety has n... more Sight distance obviously affects safety. The relationship between sight distance and safety has not yet been successfully quantified. One reason for this is the obvious strong correlation between sight distance and alignment. Where roads have no vertical or horizontal alignment change, the available stopping sight distance (SSD) is not limited by road elements; such roads have been shown to be the safest. The greater accident experience on roads with horizontal and vertical curvature is not necessarily caused by limited SSD, but high-accident frequency locations quite often have SSD problems. This study began as part of a National Cooperative Highway Research Program project investigating the parameters affecting stopping sight distance.
Every year about 1 million people are killed and between 20 and 50 million are injured worldwide ... more Every year about 1 million people are killed and between 20 and 50 million are injured worldwide in motor-vehicle-related crashes (Peden et al. 2004). Although males in the most economically active age group make up the largest proportion of reported casualties, women’s fatality and injury rates appear to be increasing with motorization (Ghee et al. 1997). Motorization accompanies development, as do changes in women’s traditional roles. The changes vary by country and culture, but in general, there are overall increases in the numbers of women who drive motor vehicles and who die of motor vehicle crashes. Differences between men and women in vehicle crash involvement have long been recognized, but much about gender differences in traffic safety remains unknown. This resource paper examines vehicle crash patterns and trends by gender in the United States and discusses their implications for traffic safety. The primary reason for looking only at the United States is the availability o...
This report describes existing and emerging exposure data sources for highway safety analysis. Ex... more This report describes existing and emerging exposure data sources for highway safety analysis. Existing exposure data sources reviewed include: Highway Performance Monitoring System (HPMS), Highway Safety Information System (HSIS), Long-Term Pavement Performance (LTPP) Monitoring System, Nationwide Personal Transportation Survey (NPTS), National Truck Trip Information Survey (NTTIS), Operational Exposure Data Sources, Residential Transportation Energy Consumption Survey, Truck Inventory and Use Survey (TIUS), and Weigh-in-Motion (WIM) devices. Emerging data sources are new sources or existing sources that have not been traditionally used to derive exposure estimates. Three areas were reviewed for possible emerging exposure data: Intelligent Transportation Systems (ITS), transportation planning surveys, and traffic volume data collected by the States. One-page summaries are provided for each exposure data source. A longer description covers the purpose of the collection, contents, pe...
The purpose of the study presented in this scientific poster was to answer the following question... more The purpose of the study presented in this scientific poster was to answer the following question: What do families think and what do older drivers think the role of the family is in the process of older drivers' reduction and cessation of driving? Sixteen focus groups were conducted with four groups in each of the following categories: drivers 65 years of age or older, couples 65 years of age or older who share driving responsibilities, former drivers 65 years of age or older who have stopped driving within the last 5 years, and adult children of drivers who are 65 years of age or older. Two groups from each category were conducted in a small town/rural area and two were conducted in an urban/suburban area. The study results indicated that there was general agreement between families and older adults on the expected role of the family in the process of reduction and cessation of driving in older adults. Both generally reported that the family should discuss the topic with the o...
The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffi... more The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffic count data, and has converted the files to SAS format to provide an enhance.d analysis capability. This introductory section provides only a general overview of the data. Descriptions specific to each of the States follow. VMT is estimated from segment lengths and AADT. The AADT volumes are updated from 1 to 5 years. Some are estimated or interpolated; some sites are permanent and some are year-round. Most are temporary sites, taking 48-h counts. Some have vehicle classification, or "commercial," vehicle counts. "Commercial" is usually any vehicle with two axles and six tires or more.
Settles man~aged contract and budget issues. Mary Chico handled administrative matters and assist... more Settles man~aged contract and budget issues. Mary Chico handled administrative matters and assisted in report production. Dr. Jean T. Shope provided valuable input throughout the projtact. Finally, for their insight, guidance, and supiport we thank Elaine Charney, Bill Kennedy, Jeanette Sawyer, and Rose Jarois from the Michigan Department of State. The opinions, findings, and conclusions expressed in the report are those of the authors and not necessarily those of the Michigan Department of State or the Technical Review Committee.
The objective of this research is to identify the issues that contribute most to commercial motor... more The objective of this research is to identify the issues that contribute most to commercial motor vehicle crashes, fatalities, and injuries in Michigan through analysis of available data, and to identify strategies to help reduce these crashes and their consequences. Data from 2001-2005 were used, and included the Michigan vehicle crash files, Trucks Involved in Fatal Accidents file, and Motor Carrier Management Information System Inspection and Carrier files. The Michigan FACT file was also used. Harm was measured by overall CMV crash costs. Angle, rear-end, and head-on crashes were found to contribute most to overall CMV crash costs. Analysis of vehicle condition and crash risk found brake defects to be associated with fatal CMV rear-end, head-on, and angle collisions, and lighting defects to be associated with fatal rear-end crashes where the CMV was struck. Analysis of CMV inspection records shows that brake and lighting system violations are the most frequent violations. The average number of violations is highest for small fleets. The inability to stop in assured distance, (i.e., following too closely) is the CMV driver hazardous action that contributes most to overall CMV costs. Strategies proposed to address these issues include enforcement, preventive maintenance programs, training, consultation, and other help to fleet safety managers, incentives for deployment of advanced in-vehicle technology, and public information and education programs to "share the road."
United States. Department of Transportation. National Highway Traffic Safety Administration, Sep 1, 2006
010540582534797052006Final 8/25/05 - 1/24/07PDFResearch PaperUMTRI-2006-28HS-810 734NTIS-PB200711... more 010540582534797052006Final 8/25/05 - 1/24/07PDFResearch PaperUMTRI-2006-28HS-810 734NTIS-PB2007110798DTNH22-02-D-15338Manual safety beltsNightSurveysTrend (Statistics)Seat belt usageIndianaUnited States. Department of Transportation. National Highway Traffic Safety AdministrationVivoda, Jonathon M.Eby, David W.St. Louis, Rene\ub4e M.Kostyniuk, Lidia P.University of Michigan. Transportation Research InstituteUnited States. Department of Transportation. National Highway Traffic Safety Administration. Office of Behavioral Safety ResearchNTL-SAFETY AND SECURITY-Vehicle DesignNTL-SAFETY AND SECURITY-Human FactorsNTL-PLANNING AND POLICY-SurveysNTL-REFERENCES AND DIRECTORIES-StatisticsNHTSA - Behavioral Safety ResearchA direct observation study of nighttime seat belt use was conducted in Indiana surrounding the Click It or Ticket (May Mobilization) activities. Two nighttime full statewide surveys were conducted, one in April and the other in June 2006. For this study, the hours between 9:30 p.m. to 5:45 a.m. were defined as nighttime. This time included all hours of darkness between the end of twilight in the evening to the beginning of twilight in the morning during June 2006 in Indianapolis, Indiana. Observations were conducted at roadway intersections, freeway entrance and exit ramps, and road segments using specialized night vision equipment. The nighttime survey waves were designed to coincide with daytime waves already planned for Indiana by the Center for the Advancement of Transportation Safety, and the Indiana Criminal Justice Institute. The first objective of the study was to determine if there was a differential change in daytime versus nighttime seat belt use surrounding the mobilization activities. A secondary objective was to compare daytime to nighttime seat belt use to see if there was lower seat belt use at night, as has been found by others. The comparisons across the mobilization period revealed a statistically significant increase during the day (79.7% and 84.3%, respectively), and a statistically significant decrease at night (79.0% and 74.0%, respectively). These results suggest that the daytime mobilization activities had a positive effect on daytime belt use, but no effect on nighttime belt use. There is no obvious reason for the belt use decrease observed at night during this period. Comparisons were also made between daytime and nighttime belt use within each time period(pre- and post-mobilization). No differences were observed during the pre-mobilization wave, while a statistically significant difference was observed during the post wave. This difference is jointly attributed to the differential effect of the mobilization activities on daytime and nighttime belt use across the mobilization period, and the decrease observed within the nighttime waves. Finally, many of the common daytime trends in belt use (i.e., lower belt use for males than females) were also found at night, with the exception of the effect of age (typically younger motorists buckle up less often) and seating position (typically drivers display higher belt use). /Abstract from report summary page/93
data for this project came from a three-year research program sponsored by GMC. GLCll-R sponsored... more data for this project came from a three-year research program sponsored by GMC. GLCll-R sponsored an additional review of the data focusing on mode choice among older drivers and former drivers. Data from 16 focus groups and a telephone survey of 1,053 Michigan drivers and former drivers over age 65 were examined for information on transportation mode choices of older drivers and former drivers, their experience with alternatives to driving, and whether they had given any thought to or made plans for the time when they can no longer drive themselves. The results show that most older households owned at least one automobile and that the automobile was the primary mode of transportation for older drivers and former drivers. Most former drivers relied on getting rides from adult children, spouses, and friends. Use of public transportation systems was quite low, and some older drivers and former drivers were not aware of the public transportation services available in their neighborhood...
The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffi... more The FHWA has selected States for HSIS that provide linked accident, highway inventory, and traffic count data, and has converted the files to SAS format to provide an enhance.d analysis capability. This introductory section provides only a general overview of the data. Descriptions specific to each of the States follow. VMT is estimated from segment lengths and AADT. The AADT volumes are updated from 1 to 5 years. Some are estimated or interpolated; some sites are permanent and some are year-round. Most are temporary sites, taking 48-h counts. Some have vehicle classification, or "commercial," vehicle counts. "Commercial" is usually any vehicle with two axles and six tires or more.
This report documents the development of recommendations for a record-keeping system to help the ... more This report documents the development of recommendations for a record-keeping system to help the Michigan Center for Truck Safety monitor and document their training activities easily, accurately, consistently, and securely, and to improve the reliability of the data for evaluations of the Center's programs. The Center's existing database and structure were reviewed, and the Center's staff was interviewed about their use of the database system. It is recommended that the Center retain but enhance its existing Microsoft Access Database Management System. The services of a Microsoft Access programmer are recommended to add validity checks and input masks for data input, to develop templates for standard reports, and to develop a set of frequently-used queries. Barcode readers to read driver license numbers and use of DOT numbers are recommended to improve the accuracy of driver and company identification. These data are needed for linkages to driver records and to the Federal Motor Carrier Management Information System (MCMIS) carrier files for evaluations of the Center's programs. It is recommended that data security is ensured through antivirus, malware protection, internet firewalls, and password protection for the computer and database; that trainees be informed that their privacy is protected; and course evaluations not be linked to individual trainees.
In comparison with light passenger vehicles, trucks typically carry heavier loads, have longer st... more In comparison with light passenger vehicles, trucks typically carry heavier loads, have longer stopping distances, and more areas where driver vision is blocked by the cargo body, requiring the driver to rely on mirrors to maneuver safely. Clearly, operating a commercial vehicle (CMV) with a GVW or GCVW over 10,000 lb. requires skills beyond those needed for a light vehicle. However, only drivers of CMVs with GVW or GCVW of over 26,000 lb. are required to have a commercial driver license (CDL). This research compared the safety of CMV drivers with and without CDLs through the analysis of driver records of CMV-crash-involved drivers. Crash records from the Michigan Vehicle Crash data file from 2001-2005 were matched with driver history records from the Michigan Driver database to compare circumstances of commercial motor vehicle (CMV) crashes of CDL and non CDL drivers. Among crash-involved CMV drivers, drivers with CDLs had slightly higher average numbers of prior crash involvements...
The 2012 National Survey on Distracted Driving Attitudes and Behaviors (NSDDAB) is the second in ... more The 2012 National Survey on Distracted Driving Attitudes and Behaviors (NSDDAB) is the second in a series of surveys on distracted driving that have provided data to help further the understanding of driving behavior and to contribute to the development of countermeasures and interventions to reduce distracted driving on the Nation’s roadways. Like the previous 2010 study, this survey yields national estimates of behavior and attitudes toward distracted driving in the United States. The present study differs from the earlier study in that it developed and used a driver typology based on the pattern of responses across multiple distracted driving behavior questions. Cluster analysis identified two distinct groups of drivers with similar overall behavioral tendencies and, among those categorized, 33% are distraction-prone and 67% are distraction-averse. Driver type is a powerful predictor of norms and attitudes towards distracted driving behavior and sanctions for distracted driving. ...
Reduction in attention resources, cognition, and perception makes navigating an automobile more d... more Reduction in attention resources, cognition, and perception makes navigating an automobile more difficult as people age. Since mobility is important to maintain quality of life, older drivers compensate for effects of aging by avoiding difficult, dangerous, and stressful situations and possibly by copiloting, that is, sharing piloting and navigation tasks with a passenger. This study examined navigation and copiloting of older people, with and without ITS in-vehicle navigation systems, and explored their need for special training for the navigation units. Group interviews of 18 drivers over age 64, who had substantial experience with two ITS in-vehicle navigation systems tested in the FAST-TRAC ITS deployment project were conducted.
This research explored the feasibility of modeling crash counts at intersections with use of avai... more This research explored the feasibility of modeling crash counts at intersections with use of available exposure measures. The basic purpose of "exposure" is to serve as a size factor to allow comparison of crash counts among populations of different sizes. In the context of highway crash studies, at first glance, vehicle miles of travel (VMT) appears to be a natural exposure measure. However, VMT is closely related to traffic density and this raises doubts if it can serve the intended purpose of an exposure measure. Data from four-leg signalized intersections in Washtenaw County, Michigan, and the states of California and Minnesota were used in this study. Traffic volumes on the approaches are the routinely available exposure measure. It was noted that in these data sets the same values of traffic volume were often "carried over" several intersections. Using such values of traffic volumes as measures of exposure results in correlations between errors of the indep...
With the aging population in the U.S., an expanding proportion of drivers will be facing decrease... more With the aging population in the U.S., an expanding proportion of drivers will be facing decreased mobility. As society begins to address the mobility needs of older drivers, the development and testing of traveler information systems for older drivers may provide a means for maintaining mobility (or at least delaying immobility) in the older driving population. However, both human factors and training issues need to be addressed in order to design systems that can be easily used by older drivers.
Ite Journal-institute of Transportation Engineers, 1986
Sight distance obviously affects safety. The relationship between sight distance and safety has n... more Sight distance obviously affects safety. The relationship between sight distance and safety has not yet been successfully quantified. One reason for this is the obvious strong correlation between sight distance and alignment. Where roads have no vertical or horizontal alignment change, the available stopping sight distance (SSD) is not limited by road elements; such roads have been shown to be the safest. The greater accident experience on roads with horizontal and vertical curvature is not necessarily caused by limited SSD, but high-accident frequency locations quite often have SSD problems. This study began as part of a National Cooperative Highway Research Program project investigating the parameters affecting stopping sight distance.
Every year about 1 million people are killed and between 20 and 50 million are injured worldwide ... more Every year about 1 million people are killed and between 20 and 50 million are injured worldwide in motor-vehicle-related crashes (Peden et al. 2004). Although males in the most economically active age group make up the largest proportion of reported casualties, women’s fatality and injury rates appear to be increasing with motorization (Ghee et al. 1997). Motorization accompanies development, as do changes in women’s traditional roles. The changes vary by country and culture, but in general, there are overall increases in the numbers of women who drive motor vehicles and who die of motor vehicle crashes. Differences between men and women in vehicle crash involvement have long been recognized, but much about gender differences in traffic safety remains unknown. This resource paper examines vehicle crash patterns and trends by gender in the United States and discusses their implications for traffic safety. The primary reason for looking only at the United States is the availability o...
This report describes existing and emerging exposure data sources for highway safety analysis. Ex... more This report describes existing and emerging exposure data sources for highway safety analysis. Existing exposure data sources reviewed include: Highway Performance Monitoring System (HPMS), Highway Safety Information System (HSIS), Long-Term Pavement Performance (LTPP) Monitoring System, Nationwide Personal Transportation Survey (NPTS), National Truck Trip Information Survey (NTTIS), Operational Exposure Data Sources, Residential Transportation Energy Consumption Survey, Truck Inventory and Use Survey (TIUS), and Weigh-in-Motion (WIM) devices. Emerging data sources are new sources or existing sources that have not been traditionally used to derive exposure estimates. Three areas were reviewed for possible emerging exposure data: Intelligent Transportation Systems (ITS), transportation planning surveys, and traffic volume data collected by the States. One-page summaries are provided for each exposure data source. A longer description covers the purpose of the collection, contents, pe...
The purpose of the study presented in this scientific poster was to answer the following question... more The purpose of the study presented in this scientific poster was to answer the following question: What do families think and what do older drivers think the role of the family is in the process of older drivers' reduction and cessation of driving? Sixteen focus groups were conducted with four groups in each of the following categories: drivers 65 years of age or older, couples 65 years of age or older who share driving responsibilities, former drivers 65 years of age or older who have stopped driving within the last 5 years, and adult children of drivers who are 65 years of age or older. Two groups from each category were conducted in a small town/rural area and two were conducted in an urban/suburban area. The study results indicated that there was general agreement between families and older adults on the expected role of the family in the process of reduction and cessation of driving in older adults. Both generally reported that the family should discuss the topic with the o...
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Papers by Lidia Kostyniuk